Charge-forming apparatus for internal-combustion engines



A. MOORE Filed Dec.

10 Sheets-Sheet 1 INVENTOR A r/inq/an M r WMMM ATTORNEYS. I

Feb. 24, 1931.

CHARGE-FORMING APPARATUS FOR INTERNAL COMBUSTION ENGINES Feb. 24,1931MQORE 1,793,555

CHARGE FORMING APPARATUS FOR INTERNAL COMBUSTION ENGINES Filed Dec.30,192? 10 Sheets-Sheet 2 A. MOORE Feb. 24, 1931.

CHARGE FORMING APPARATUS FOR INTERNAL COMBUSTION ENGINES Filed Dec. 30,1-927 10 Sheets-Sheet 3,

v My 6 w W m E v n $7 m M W. x x V ATTORNEY 5 A. MOORE Feb. 24, 1931.

CHARGE FORMING APPARATUS FOR INTERNAL COMBUSTION ENGINES Filed Dec. 10sneaks-sheet 4 INVENTOR fan 700re BY We 4mm ATTORNEYS Ffih 24, 1931.MOORE I 1 3 793555 CHARGE FORMING APPARATUS FOR INTERNAL COMBUSTIONENGINES Filed Dec. 30, 1927 10 She etS -Sheet 5 r ggfl aw w ATTORNEY 5,

A. MOORE Feb. 24, 11931.

CHARGE FORMING APPARATUS FOR INTERNAL COMBUSTION ENGINES Filed Dec. 301927 10 Sheets-Sheet 6 r i TORNEY A. MOORE 1,793,555

CHARGE FORMING APPARATUS FOR INTERNAL COMBUSTION ENGINES Feb. 24, 1931.

Filed Dec. 30, 12527 10 Sheets-Sheet '7 AF/l77/0/1 N202? M I A'lTORNEYS.

A. MOORE 1,793,555

CHARGE FORMING APPARATUS FOR INTERNAL COMBUSTION ENGINES Feb. 24, 1931.

Filed Def:v 30, 1927 10 Sheets-Sheet 8 BY f ATTORNEY Feb. 2 1931. A.MboRE. 1,793,555

CHARGE FORMING APPARATUS FOR INTERNAL COMBUSTION ENGINES Filed Dec. 30,1927 1 0 Sheets-Sheet 9 BY g ATTORNEY;

A. MOORE 1,793,555

Filed Dec. 50,1927 1o Sheets-Sheet 1o /Ir//'n /on Moore BY; fl

INVENTOR 'ITORNEY 5 CHARGE FORMING APPARATUS FOR INTERNAL COMBUSTIONENGINES Feb. 24, 1931.

I i $.37 invention chargejfloliming ap fiat eronynqon I nxn oa-coar Ru td-Feb. 24, 1931 a use rparatus for internal-1 combustion. engines,

- ,fusi'ng volatile orpractically volatile liq uid'. ffuel of whichso-c'alled gasoline isqa typical present dayexample I v I With apparatusof my invention, the usual charge formingdevice, as a carburetor, forexample, comprising a principal airand. fuel stream supply means, andprovided w1th throttlingmeans for controlling the power output of i theengine, is sup lemented by charger means for deliverin a ditional asesinto direct admixture with t e main fue and air stream on its way to theengine cylinders. These include means for supplyin exhaust gas, meansfor supplying preheate air, and i means for supplying air at atmospherictem-' peratu herein referred to as cold air, these three supplementarysupply means being" 20 each provided with metering means. These severalsupply and metering meansare arranged to be'operated in'consonance withthe throttling of the principal fuel and air stream so that during thelower part of the power range of the engine, say up to approximatelythreesquarters of maximum com-' pression pressure, in which range-fuelecon-- omy and thorough fuel v porization are of much greaterconsequenc. than weight of charge, preheatedair is supplied with theexhaust gas; and throughout the remaining upper part of the power rangeof the engine, in which the getting of full weight of charge, andparticularly of oxygen, into the engine cylinders for production of fullpower and full volumetric efliciency is paramount, the hot air supply isreplaced by cold air, the exhaust gas supply means being arranged todeliver the cold an by aspiration, and the cold air serving in its turnto cool the exhaust gas. An important feature of the apparatus of thepresent invention resides in'combininlg the means for meterin theexhaust gas wit the air supplying an aspirating means so ,that the fullpresure and kinetic energy at which the exhaust gas is available can beutilized for aspirating air and delivering it to a Y the intake conduit,and shrinka e of the ex- -haust gas and especially of its Q content uponbeing mixed with the cold an canbe t Applieation megaw tt: V

. the sectional mass:

T-ear OFFICE assrenon, BY MESNE ASSIGNMENTS, TO 11.2., A conrona'rron orDELAWARE s "on inmnanAL-comnusrron enemas 927. ser al no. 243,616.

utilized for securing the aspiration of a maximum supplyof cold air. j

Another feature of the present invention resides in so constructing t eapparatus that theby-passed exhaust gas travels the shortest and mostdirect path from the exhaust conduit to the intake conduit.

The apparatus herein disclosed and claimed is; but one of many forms ofapparatus which can'be used to practice my improved process of formingcharges for internal combustion engines, covered and to be covered inseparate process applications.

The present invention will be best understood from the followingdescription of pre ferred embodiments thereof applied to a a four-cycleengine, which are shown in the ac companying drawings and in which Fig.1 is an-assembly view of an internal combustion engine comprising aninbuilt charger with special manifolding. Fig. 2 is an enlargedpartsectional view, part taken approximately on line 2-2, Fig. 1. p 1

Fig. 3 is a section on approximately the .line 3-3, Fig. 1.

Fig. 4is a vertical sectional view of the assembly-shown in Fig. 1.

Fig. 5 is a horizontal section on line 5-5,

Fig. 4.-

Fig. 6 is an enlargement of a part of Fig. 4.

Fig. 7 is a section on approximately the line 7-7, Fig. 6. r 4

Fig. 8 is atop plan view of ma manifolding of Fig. 1 partly in section.Fig. 9 is a bottom plan view looking upward from line 9-9, Fig. 1.

Fig. 10 is a section on line 10-10,.Fig. 1.

Figs. 11, 12 and 13 are sections on approximately the line 11-11, Fig.7, and showing respectively portions of the charger operating mechanismfor idling, part power and V full power. I

Fig. 14 is an end view looking in the direction of the arrows from line1414, Fig. 6.

Fig. 15 is a section on approximately the line 15 15, Fig. 6.

Fig. 16 is a section on approximately the line 16-16, Fig. 6. v

-Fig. 17 is an end view looking from line 17-17, Fig. 6.

Fig. 18 is a part sectionalview on approximately the line 18-18, Fig. 6.

Fig. 19 is a view similar to Fig. 1, but showing an accessory chargerequipment,

' without special manifolding.

Fig. 20 is a schematic section showing the relation of the chargerparts'in accessory equipments such as shown in Fig. 19.

Fig. 21 is a section on approximately the line 2121, Fig. 20.

Fig. 22 is a section similar to a part of Fig. 21, but showing a Pitottube for eduction of exhaust gases from the exhaust manifold, with anelbow fitting in order to provide a more universal adaptation foraccessory forming these several functions bein added to the usualengine.

The means for effecting these functions are connected together in theorder stated, and formfa bypass conduit from exhaust to intake suppliedin its course from exhaust to intake, with valved admission ports forpreheated air and cold air. The bypass is preferably arranged to takethe shortest and most direct ath from exhaust to intake.

The ypass'conduit shown is comprised in three principal castings 10, 12and 14 conparts of the internal com ustion meeting the exhaust manifold16 with the riser 18 of the intake manifold 20, said castings 10, 12 and14 being arranged end toend in substantially straight line relation, and

preferably substantially parallelto and-uner the main or header parts ofthe engine manifold. (See assembly view, Fig. 1.)

The arrangement shown in Fig. 1 is a preferred construction where thecharger is built into the engine or when special manifolds are suppliedtherewith.

The exhaust manifold serves for supplying-exhaust gas and for preheatingthe air used at partial engine load. The exhaust gas is preferably takenfrom the exhaust mani-v fold near the rearmost exhaust gas port, asthrough passage 22,intowhich the as is directed by the baffle 24. Themouth 0 passage 22 is directed upstream in the exhaust conduit and, withthe inbuilt construction. can be arranged opposite the elbow 26 by whichthe stantially surround the exhaust gas passage I The cast-ing 10 ispreferably in the nature of an elbow conduit for the exhaust gas andpreheated air, and preferably comprises the substantially horizontalflange 34 to be bolted to the exhaust conduit flange 28 on asubstantially horizontal parting line.

The outer annular passage 36 in the. casting 10 for preheated aircommunicates with the similarly formed supply passage having its mouthat 32, and the elbow-shaped inner passage 38 communicates with the mouth22 of the exhaust gas supply passage. The elbow passage38 for exhaustgas communicates through the concealedpipe 40 with the exhaust gaschamber 42 in the second casting member 12. It will be seen that thepassage 36 for preheatedair surrounds the pipe 40 for supplying exhaustgas and the air is heated thereby. Passage 36 communicates with the hotair passage 49 in the casting12 extending beyond the exhaust gas chamber42 therein, and passage 49 is provided with a valve, as the butterflyvalve 43, for metering the preheated air.' Castings 10 and 12 arepreferably bolted together on the substantially vertical parting lineindicated at 46.

The casting 12 also contains means for supplying cold air, and as hasbeen stated, the cold air supply means is used for metering the exhaustgas. The exhaust gas chamber 42 in casting 12 is preferably of annularformation and is crossed by the tapered nozzle 48 of the cold air.supply tube 50, which can be moved in and out with respect to the throatmember 52 to meter the quantity of exhaust gas passing from chamber 42-through the annular passage 54 surrounding the end of tapered nozzle 48.The nozzle tube 50 has a clearance groove cut around it behind thecutting or scraping ring part 51. which serves as the tube is rotatedand so moved lengthwise to keep the end of the bore in which the tubeworks free from any accumulation of carbon or the like deposits and sohaving different size passages.

' tion 62 of the passage in throat member 52 on the side adjacent to theexhaust gas chamber 42 is widest at its mouth and tapers downtherebeyond. Thus the opening around the mouth 58 of the nozzle 48 forpassage of exhaust gas is narrowed as the tubularmember 50 is movedback, and decreases as the member 50 is moved forward. Such taperingportion 62 merges into the central throat portion 64, which ispreferably substantially cylindrical and extends without materialenlargement a substantial distance from the mouth 58 of the tubularmember 50. This. throat portion 64 of the passage in said throat member52 merges into the tapering expansion portion 66 which increasesin areaas the distance from throat portion 64 increases, and serves fordischarging the mixture of exhaust gas and air into the expan sionconduit passage 68.

Preheated air which passes the metering valve 43 passes intothe annularpassage 68 through port 69 located behind the mouth 72 of the-throatmember 52 and is aspirated .by the exhaust gas passing out through the.mouth 72 of throat member 52to a'suflicient extent to obviate anypossible tendency toward the blowing back of the exhaust gas through thepassage provided for theentrance for preheated air.

Throat member 52 is adjustable to and away from exhaust gas chamber 42,as by means of the eccentric screw 74. The valves for preheated air andcold air and the tube for metering exhaust gas are operated by actuatingmeans'working in consonance with the opening and closing movement of thethrottle and to be described later.

The mixture of exhaust gas and air supplied through the conduit 68 isdelivered to the intake conduit leading to the engine cylinder-s throughan annular orifice surrounding the main fuel and air stream. Suchdellvery means is embodied in a third casting 14 which is bolted to thecentral casting 12' along the vertical parting lines 76. The passage 78in this third casting member 14 affords an extension of the expansionconduit 68 and delivers the mixture of exhaust gases andairsubstantially tangentially into an annular chamber 80 surrounding athimble 82, through the bore 84 whereof the main fuel and air streampasses from the carburetor,

and out through the annular orifice 85 into swirling turbulent andthorough admixture with the main fuel and air stream, which moves in thesame direction as the'gases comingthrough orifice 85, and is suppliedthe cold air, are separate and distinct and 'capable of individualadjustment,so that;adjustment, replacement or change .of-"anygii jthereofv will in no way interfere with the proper adjustment, change orreplacement of any of the other of such means.

Endwise movement of the tubular air supply member 50 to meterthe'exhaust gas is preferably obtained by imparting rotational movementthereto in such a way that as it is rotated it is also movedlongitudinally,

whereby itsrelation to throat member 52 and the opening therebetween andthe quantity of exhaust gas metered canbe altered as desired.

In the construction shown such operating I means comprises crank pin 88which extends entirely through and across the tube 50 (Fig. 15) androller 90 surrounding the projecting portion of the crank pin 88, whichcrank pin and roller come out through anopening 92 in the side of thecasting 12 and pro ect through a cam slot 94 which is preferably formedin the replaceable and adjustable cam piece 96, and is of a shape toimpart suitable longitudinal movement to'tube 50 as the latter isrotated. To adjust cam-piece 96 and vary the relation of cam slot 94 tocrank pin 88, said cam-piece96 is preferably pivoted at 94 to an arm 100bolted to the casting 12, and. the second fastening of cam-piece 96 isby means of a bolt 102 passing through a slot 104 and thus permittingadjustment of the cam-piece 96 and consequently adjustment of therelation of the cam slot 94 therein with respect to the crank pin 88.,By removing cam-piece 96 and replacing it with another, any desiredshape be obtained.

Tube 50 is turned, by suitable means such as the universally articulatedlink 106 connected to crank pin 88 and actuated from the elbow lever108. Elbow lever 108 is connected to the throttle arm 110 by means oflink 112, and serves for actuating the airmetering means as well as themeans for metering the exhaust gas bypassed; Stop means such as a stoppin 114 serves to limit the movement of the. elbow lever 108. It will beseen from Figs. 11-13 that with theparts of-slot and resulting movementof tube 50 can proportioned as shown, upon partial opening heated air, alink 116 is provided pivoted to arm 108B of the elbow lever 108. Saidlink 116 is provided with a stud 118 extending through a slot 120 in theadjustable and replaceable cam slot piece 122. Said stud 118 guided bycam slot 120 turns a crank 124 fixed on the shaft 1260f the preheatedair valve 43 and thereby serves to open said valve 43 against theclosing action of the coil return spring 128 (Fig. 18). Substantiallyany desired movement of valve 43 can be obtained by suitable choice ofcam slot.

As will be seen from Fig. 11, on moving from the idling position of Fig.11 to the part throttle position of Fig. 12, the valve 43 is openedbythe engagement of stud 118 with the surface 130 of the crank member 124,and upon further opening of the throttle as to the position of Fig. 13,the preheated air valve 43 is closed by its return spring 128. Byadjusting or replacing cam slot piece 122, the motion of the preheatedair valve can be regulatedas desired. The means for operati-ng thecoldair valveGO comprises a lost motion connectionto the elbow lever 108, sothat the cold air valve 'GO' dOes-notJbegin to open until the preheatedair valve 43' is about to close; In the-form shown, this connectioncomprises link 132 having an elongated slot 134 to receive the pin 130of the crank 138. Link 132 serves to open the valve 60 against theclosing action of the coil return spring 140 (Fig. 7 Link 132 canreadily be re-. moved and replaced by another ofsuitable formation togive any desired movement of the cold. air valve 60.

Where the opening 142 of the bore 144 of a the casting 12, containingthe cold air tube 50 and the cold air metering'valve 60, is so arrangedor pointed that exterior means are required for directing cold, air intosuch port,

, suitable directing means such asthe u shaped casting 146.can be boltedthereto as shown in Fig. 5, and'the mouth 148 of casting 146 directedtoward the engine fan or otherwise arranged to receive a suitable supplyof cold air.

In cases where the charger cannot be inbuilt or special manifoldssupplied therewith, the connections to the exhaust manifold and otherintake conduit can be modified so as to be adaptedto be usedwith'existing manifolds,

and such arrangement is shown in Figs. 19- 24. The accessory equipmentfor connection to the exhaust manifold comprises an impact tube 200having an opening 202 directed against'the flow! of the gas in theexhaust passage, and with'a tapered neck 204 adapted to fit a taper hole206 which can be readily formed in the exhaust manifold, and secured inplace by bolts- 208 passing through the flange 210 withjwhiehthe'taperneck portion 1 This fiangeca 204 of nap-a e member 200 is supplied.connected with the exhaust 'b'v eansof a coupling 212,

gaspipe which is preferably provided with several extra bolt holes toenable connections to be made as desired. With such arrangement thepreheated air passage 36 can be formed in a sleeve 214 adapted to bebolted to the central casting member 12 and the wide mouthed shell 216being telescopically arranged upon sleeve 214 and adapted to be extendedtoward the exhaust manifold over the flange connection, 210, 212 afterthe latter has been made P be used when a portion of the exhaust pipe towhich impact tube 200 is connected is sub stantially" parallel to theintake r'iser. When the angular relation between the exhaust pipe andthe intake riser is otherwise, as for example, at right angles or anangle of de rees, the elbow fitting 217 of Fig. 22, or the 45 degreefitting 218 of Fig. 24, can be used in place of the simple pipe flange,as will be readily understood.

In the case of accessory equipment',such as shown in Figs. 19-24, themost convenient arrangement for inserting the delivery connection fromthe charger apparatus in theintake lineisto' be obtained by loweringthe. carburetor a-n'd; insertin a suitable delivery means bet-weentheca-r ure tor flange and the flange of the inta'ke'riser.

In Fig. 19, I have shown such-a member 220 of substantially minimumheight, so that the lowering of 'the'carburetor may not be too great.Bolt openings 222, 224, are provided .flow toward the engine cylinders,the intake manifold .pressure and the initial cylinder .pressure arematerially raised without ad-.

vrsely affecting the fuel lifting and metering capacity of the principalair stream. The delivery of air by the aspirator arrangementsubstantially as shown gives a source of air supply during the range atand toward maximum cylinder compression much in excess of that availablewhen dependence is placed-entirely on enginev cylinder induction.

Iclaim:

1,.In charger apparatusfor. internal combustion engines, an'exhaust gasbypass from exhaust to intake, andan'air conduit for bringing air into,admixture with the exhaust .gas supplied to the intake, said air conduitcomprising a movable tubillaudischarge end portion-extending into thebypass,and con- 21 shows an arrangement adapted to izo trol meansconnected thereto for actuating the same froma distance to meter theexhaust engines, an exhaust gas bypass from exhaust to intake,longitudinally movable tubular meteringmeans for exhaust gas bypassed,

said meteringmeansserving to supply air through its tubular bore and outof the. end

thereof into admixture with the exhaust gas, anda connectiontosaidmetering means for actuatingthe same."

3. In a 'charger for internal combustion. engines,"an exhaust gas bypassfrom exhaust to intake, and an air conduit extendingin substantially'thesame direction, the end of the airconduit-extending into and terminatv jI i In ing in an annular part of the exhaust gasb'ypass whereby air isaspirated by exhausig ga's ge" in 1 without substantial deflectioirorcha the direction of travel ofyeach.

4. In acharger ;for internal combustion engines, an exhaustgasbypassfrom exhaust; v to intake, an" air conduit extending in sub-1* fistantially the same direction as the exhaust. gas bypass, an air valvein said conduit, and c an air aspirating junction betweenthe .ex+;

haust gas passage anda-ir" conduit so ar ranged that air is aspirated bythe'exhaust gas without; material deflection or changein the directionof movement of each:

. 5. In a "charger for internal from exhaust to intake having provision-.for

preserving, kinetic energy; of 'thej exhaust gases, an air .conduitjoining the; exhaust gas bypass while extending in substantiallythe samedirection as said bypass,-and an aspirator junction between theexhaustgas and air passages comprising a rlmovable section of, the air conduit,said.- section serving as a a metering means for metering the exhaustgas 'passing through said bypass.

6. In a charger for internal combustion engines, an exhaust gasfbypassfrom exhaust to intake, an air conduit, a valve therein, and said airconduit having a portion beyond the valve actuated adjunctivelytothrottling' for metering the exhaust gas passed through said bypassv f7. In acharger for internal combustion engines, an exhaust gas bypassfrom exhaust to intake, an air conduit joining said exhaust gas passageand having a movable-portion at the region .offjoinder, said movableconduit portion actuated .adjunctively to throttling toim eter theexhaust gas going through the exhaust gas bypass.

8., In a charger for. internal combustion engines, anjexhaust.gas'bypass from exhaust to intake, an .airconduit joining the said"bypass in an aspirating junction in which the exhaust gas is metered bya movable part offthe"air-conduit, an actuating connection thereto, andan air valve in the air conduit.

iombustion engines, a' substantially; .rightj'li-ne bypass 'haustgas'raetering'meanscomprising an 'X- I i-ally,,rr'iovable air supplynozzle .with.,a sure.

rounding passage for the exhaust gas and; a Irelativelystationaryfthroat member into to intake, a chamber enlargement therein,

a longitudinally, m b air pp y tube x crossing said chamber, anactuating connec;

'tion thereto, and outlet means from said.

9. In a charger for internal-combustionf engines, an exhaust gas bypassfrom exhaust chamber for mixture of air and'exhaust-gas. 10, In acharger1-for internal combustion engines, an exhaust gas bypass fromexhaust I to intake and enlarged into a chamber located at anintermediate point in its; len' h," an air in. the 'chamber, -the. airitube being" actuated .tancefrom the chamber outlet to 'metertheengines, an to intake,

passingthrdughfsaid-bypass iar'ger for internal combustion;

xhaust gas bypass from exhaust "a unitary exhaust gas metering--andairI'as ratingmeans actuated to efi'ecti" ering' entirely at theaspirating'i ori ,aiidgunitary air aspirating an valves for introducingpreheated air and/or cold air into admixture with the exhaust gasin thebypass, the means for introducing cold air serving as the movable valveto meter the exhaust gas.

16. In a charger for internal combustion engines, an exhaust gas bypassfrom exhaust to intake, valved means for introducing cold air into"admixture with the exhaust gas, said ineans comprising a movable airpassage member for metering theexhaust gas, and an actuatingconnectionthereto.

exhaust gas:'bypass from- 'exliiiau st x 17.'In a charger forinternalcombustion engines, an exhaust gas bypass from exhaust to intake, valvedmeans for introducing cold air intoa'dmixture with the exhaust gas inthe bypass, and unitary cold air aspirator and exhaust gas meteringmeans actuated to eifect the metering of exhaust gas entirely at theaspirator orifice.

18. In an internal combustion en ine', means comprising a combined meteran injector for utilizing kinetic energy of the exhaust gas of theengine to inject air into the intake conduit, said meter and injectorbeing movable to control the metering of the exhaust gas, the exhaustgas passage to the said injector being free and open and the passagefrom said injector to the intake conduit being free and open, and themetering being accomplished. at the injector passage.

19. In an internal combustion engine, a bypass conduit from exhaust tointake, a combined air injector and exhaust gas metering memberlongitudinally movable in said bypass, a throat memberwith which saidmember coacts, and means interlinked with the engine throttle for movingsaid metering member with respect to said throat member so that at verylow and substantially wide open throttle positions it is closer to thethroat member than at intermediate throttle positions.

20. Aninternal combustion engine com prising an exhaust gas bypass fromexhaust to intake, means for introducing preheated and cool air intosaid bypass, and means for controlling the passage of exhaust gas andair including a longitudinally movable tubular member disposed in saidbypass for controlling the extent of opening thereof and having apassage for the discharge of air into the bypass from certain of saidair introducing means, said controlling means serving to admit preheatedair at certain of the positions of said tubular member and cool air atother of the positions thereof.

21. An internal combustion engine comprising an exhaust gas bypass fromexhaust to intake, means for introducing air into said bypass,and meansfor controlling the passage of exhaust as and air including al0ngitudinally mova le tubular member disposed in said bypass forcontrolling the extent of opening thereof and having the bore thereoffor the discharge of air into the bypass from said air introducingmeans.

In testimony Where0f,I have signed my name hereto.

ARLINGTON MOORE.

